Internal-combustion engine.



E. DENHON NTERNAL COMBUSUN ENGNE. PLiCAl'UBN ULEB SEPT. 5. i918. 1,298,468, Patented Mar. 25, 1919.

E. DRiHGNL MERNAL CQMBusTeoN ENGINEt APLCA'HUN FILED SEPT. 5. 19| L.

1,298,468. luteued Mar. 25, 19H).

4 SHEETS-SHEET 2.

E. DERlHUN.

INTERNAL comsusiow fammi.

MPLECATION FRED SEP?. 5. IBIS.

1 ,298,468 Patented Mar. 25, 1919.

4 SHEETS-SHEET 3.

E. DHHUN.

INYERNAL CMBUSHN ENGINE.

APPLICATION FILED SET. 5 HUB- 1,298,468 Patcnte Mm. 25, HNS).

4 SHEETS-SHEET 4.

@4 www Mza/absage sor operated from t ERNEST DERIHON, OF LONDON, ENG-LAND.

IN TERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Mar. 25, 1919.

Application led September 5. 1918. Serial No. 252.767.

To all whom it may concern:

Be it known that I, ERNEST DERIHON, a subject of the King of Belgium, residing at London, England, have invented certain new and useful Improvements in Internal-Combustion Engines. of which the following is va specification.

This invention relates to internal combustion engines of that kind in which carbureted air is supplied to the engine at a constant or practically constant pressure and density irrespective of variations in the pressure or density of the atmosphere due to variations in Aaltitude (in the case of aviation motors) or in speed, or other causes; the air bein drawn into a comprese engine and being discharged into a reservoir situated between the compressor and the intake of the engine,l und a relief valve being fitted to the reservoir which opens more or less so as to maintain the pressure in the reservoir at a constant or practically constant value.

The principal object of the resent invcntion is to provide improve and selfcontained means for insuring the supply of carlun'eted'air at constant pressure.

According to the present invention the compressor is self-contained with the engine and comprises an auxiliary piston connected to or carried by the engine piston and Working in a cylinder (independent of the engine cylinder) either of larger diameter than, or of the same diameter as, the engine cylinder and acting either independentlyY of or in conjunction with the engine piston for the purpose of compressing the air, so as to deliver to the compressed-air reservoir during each cycle a greater quantity of nir than the maximum quantity required to be supplied to the engine, so that under all circumstances the constant pressure is maintained in the reservoir; the relief valve being arranged to reduce the pressure to a constant or lpractically constant value.

Figure 1 of the accompanying drawings represents a vertical section through an engine and double-acting compressor con structed in accordance with one form of the present invention.

Fig. 2 is a diagrammatic view showing how the relief valve is arranged between the inlet chamber and the compressed air rcservoir.

Fig. 3 isa section through the relief valve and the vacuum pump which is used in Connection therewith.

Figs. 4 and 5 show modified means for controlling the admission and discharge of the air to and from the compressor.

Fig. G represents a modification in which a single acting compressor is employed.

Figs. 7 and 8 show means similar to those shown in Figs. el: and 5 for controlling the admission and discharge of the air to and `from the single-acting compressor represented in F ig. 6.

Fig. 9 is a vertical section on line lf2, Fig. l1. with the piston at the top of its stroke.

Fig. l0 is a vertical section on line :r3 Fig. 11 with the piston at the bottom of its stroke, and Fig. 11 is a horizontal section on line m4, Fig. 9, showing another modiication.

Figs. l2 and 13 show controlling valves as in Figs. 4 and 5 and in Figs. 7 and 8. as applied to thc compressor represented in Figs. 9 to ll.

In the form shown in Figs. l to 3, the pisy ton 1 of thc motor moves in the engine cylinder 2, either water or air cooled as usual. The piston 1 is extended beyond thc cylinder Q and is provided with a collar or supplcn'zentary piston of larger diameter constituting the piston of the compressor. This piston 3 moves in a cylinder 4 and reaches the end of its stroke simultaneously with piston 1. The opposite ends of cylinder 4 communicate. by means of channels 5. 5. and (l. with an inlet chamber 'i' and with a compression reservoir 8 respectively. The inlet chamber T counnunicates with the atmosphere by a branch 9 while the compression reservoir 8 communicates with the intake of the engine either through the me dimn ot' the branch l() carbureter 11 and in-` duction pipe 12, or directly by the branch 10 and pipe 12 without the carbureter. In the latter case the carburcter would be placed at the entrance to the inlet branch 9.

The compression reservoir 8 is separated from the admission chamber 7 of the compressor by a partition 13 (see Fig. 2).

As the vpiston 1. descends the piston 3 creates a vacuum in the cylinder 4 until, at the end of the stroke, a recess 14 in piston l )laces the upper channel 5 in communicaiion with the interior of the said cylinder 4. which fills with air. During this downward stroke the air in cylinder 4 beneath the pliston 3 has been compressed by the latter, Un-

nel 6 to admit of the discharge of the compressed air into reservoir 8; and at the same Vtime a vacuum is created beneath piston 3 until, at thel end of the stroke, a recess 17 in the trunk or piston 1 places the bottom channel 5 in communication with the cylinder,

' which thus fills with air.

, In considering the operation in connection with a four-stroke cycle engine, each suction stroke of the piston occurs every two revolutions, while the compressor 3 draws in and compresses a cylinder full of air during each half revolution, so that, between successive suction strokes of piston 1 a volume of air equal to four times the volume of cylinder 4 has been `compressed and discharged into reservoir 8. If the motor has the cylinder 4 equal to cylinder 2 then there will be discharged into reservoir 8 a quantity of air equal (at atmospheric pressure) 39 to four times the volume of cylinder 2; and

should the atmospheric pressure fall an amount of air equivalent to four volumes of cylinder -1 is discharged into reservoir 8 duringr each cycle, but at a lower pressure than in the previous case.

In order, therefore, to maintain thyj pressure in the reservoir at a constant Value notwithstanding variations in the atmospheric pressure, a relief valve is employed. Thus as shown in I4`igs. 2 and 3, situated in the admission chamber 7 and attached to partition 13 by a branch 18, is a cylinder 19 open at its lower end but closed at the upper end. The branch 18 coincides with an opening in the partition 13 so as to communicate with the reservoir 8, und at the opposite side is a branch or outlet ort 20 opening into the chamber 7. Within the cylinder 19 is a sliding piston vulve 2l of tubular form, salme being closed at its ,upper end at 22 and closed to the atmosphere at its lower end by a diaphragm 23, thus constituting a double piston. The walls of the Valve 2l are continued below the diaphragm 23 in the form of a sleeve. 24 slotted at 25 to engage a Stop pin 26. The lower endn of the sleeve 24 carries a flange 27 between which, and an adjustable collar 28 upon the outside of the cylinder 19, a coiled spring 29 is interposed,

tending to lower the valve 21. The walls lpf the latter are cu-t away to form two ports 30, 31', the former always registering .with vthe branch i118 whatever may be the position ftlie valve, nndj'the latter being' consider- -ably shorter so as to iii-ore or lessnncover imams the outlet branch 20 according` to the position of tiny piston 21 in the cylinder.

The diaphragm 23 or lower end of the piston is subjected to the pressure of the atmosphere, but within the chamber 32 above the end 22 of the piston a vacuum is maintained by any convenient means. Thus. as shown, a vacuum pump 33 driven by the engine and provided with suction and discharge valves 34 35, may be connected to the said chamber 32 by a pipe 36. 4

The compression of the spring 29 may be adjusted as desired by any suitable means, such as a bell-crank lever 37 connected by a rod 38 to the sliding collar 28.

As above described the compressor discharges into the reservoir 8 a greater quantity of air than is required to be supplied to the engine. To maintain the pressure in this reservoir at normal or sea-level atmospheric pressure it is necessary to allow a portion of the air to return to thek inlet chamber 7.

This excess air is arranged to he returned through the branch 18, ports 30, 3l. in piston valve 21 and outlet branch 20.

The lower end of the valve 2lbeing sub- If, now, the engine ascends to a higher altitude thc atmospheric pressure acting on the end 23 of the valve 21 is diminished. Consequently (the vacuum in chamber V32 being constant) the valve will descend until a new position of equilibrium is reached, thereby reducing the size of the outlet to branch 2Q and allowing of a smaller quantity 0f air .being returned to the chamber 7, the reduction being in t proportion to the reduction in atmospheric pressure, so that the pressure in the reservoir 8 is maintained oonstant at sea-level atmospheric pressure. j

Instead of 'employing' a vacuumY plump 33 for maintainingr a vacuum in the chamber 32, any other suitable source of suction niav be utilized for this purpose. For instance,

the pipe 36 may be connected to the induction `pipe or inlet manifold of the engine.

When the carbureter is placed at 9 it may be of the ordinary type, as it operates directly under the influence of the suction, as in an ordinary engine. lf, however, it is placed as shown in Fig. 1, between the passages IO-and 12, it mustrbe of the construction represented. Thus, the float chamber 37 is hermetically sealed and they rvfeel is admit#` iso 1 ,IUIAGI tedat a determined pressure. The admission, vg

of fuel is cut oli' b valve 38 when the leve is at the same heig t as the top of the jet 89. 'A Vchannel 40, .'1 chamber 37 wit the passage 41, the end 42 being at right-an les be this passage. When thclniotor is wor in t y re is acurrentof air in'10, 41, 12, w ic has both a static pressure due to the ipressure in the resenvolr 8, and a dynamic pressure due to the acceleration ofzthis current, and the open end 42 of channel 40 transmits both the static pressure and the dynamic ressure to. chamber 37 by means' of the saidj channel 40. This static pressiiiie,4` lus the dynamic ressure acting on the sur ace of the fuel, is t yus transinltted alsd'to thejet 39. This jet jbeinfsituated longitudinally in the pipe 41 issu 'Jected at the'extreinity 43 to a pressure" equal tothe difference between the static -pressureand the dynamic pressure, so that at 43 the resultant pressure causing the delivery of the fuel 1s qual `to t'wice'the dynamic pressure. Under conditions the quantity of :fuel furnishd bythe'carb'ureter is proportional to thc 'velocity of the air in the p1 Jes, 10, `12; that is to say, proportional to tA e speed of the engine. v

"lnstead of the air admitted into and discharged from the compressor being controllcdby recesses in the -piston as in Fig. 1, the arrangement shown in Fig. .4 may `bc adopted,.the4 inletchannels 5, 5, communi-` catinqwiih 'the inlet chamber 7 by means of automatic 'falves 44,44, and the-discharge channels 6, 6, communicating with the rescr Voir "by means of automatic valves 45, 45,

as in an ordinary coin ressor. Or,as shown i'riFig.' 5, the inlet cinnnels 5, 5, and discharge'channels 6, 6, maycommnnicate with the inlet chamber 7 and reservoir 8 respectively by means of ported and oscillating slee\"e'val\'es 46, 47,L which, by thcirpartial rt-ation, ralternately place the upper andA lower "parte of cyiinder 4 in communication with chamber 7 and reservoir@ at eachk stroke of piston' 'l y A, i,

A Insteinl ofthe 'compresserfbeing of the @whitening-irre., aS .in .5h be ofllt'h Simple ysjngl-IB/ 111g' kind, vas l in Figs. 6 and? 8. In this construction the trunk pistonll is notex'tended n H i I )Kressb"1"v iston 3, `whichf.letter.'only vCermpresscs't 4`'a-niflcy its upper face, the single linlet 'lbl'discharge passages 5, 6, from and nnects the upper part of` tibu, `with an amount of air beyondfthe coin- `urneV (at ordinaryatmosplieric pressure) than l Aing a piston therein; of acompresorfdra gine pistongand workin l pendent of but in: axia engine cylnde'rfor' therpurpose of ing the air andy delivering odile-,acting com:

e istcn 1, these two pistons being cong3, y a piston rod 4 and the engine cylinder 2 being separated from the eo pressoicylinder 4- by a; partition 49th-engi which the piston rod '48 works.y When't e`7 piston 1 is at the to of its stroke, as in Fig.' 9, the cylinder 2 is lled with air owing to a recess 14 in the rod 48 placing said cy 4Inder in communication with the passage 6 leading from the inlet chamber 7. At thesame time a lrecess 16 places the up er end of cylinder 4 in communication wth passage 5 leading to the compression i'ervoir 8 so that the air compressed by the upstroke of piston l3 lis discharged into the said reservoir. On the'down stroke the a'ir in cylin-- der 2 fis compressed by piston 1 and a vacuum is created incylinder '4. At the end ofthe stroke "as shown in Fig. 10another recessl17 in the piston rod places cylinder 4` in communication with asecond passage 50 leading from chamber 7, so that said cylinder fills with nir, and at the same tinnen recess 51 luces the cylinder 2 in communi. cation wit i n passage 52 leadingto the reiservoir 8, so that the air compressed by the'l piston 1 is discharged into said reservoir.

The form shown in Fig. 12 is` the same as in Figs. 9 to l1 except that the admission of nir from=chamber 7 to the cylinders 2, 4, through passages 5, 5, is controlled by uu'- tomatic valves 44, 44, and the discharge through passages 6. 6, into reservoir 8 is controll'ed bynutomntic valves 45,45.

Likewisefin Fig. 13, a rotary sleeve'valvc 100 lli controls thc admission of airfroni chaillber 7 through assage 5 into the cylinders 2, 4, while the ischnrge through passage (i intoreservoir 8 is controlled by n similar i'nlve 47. |05

The application of the invention to a twostroke cycle engine dil'ers in no essential respect from its application' to a 'four-stroke cycle engine, as above described, the air compressed 4in the reservoir being admitted liu To .the cylinder at or tow-ard the endof each inward .or downward stroke of the pieton', the compressor belng'desiied the reservoir between the compressor 'and-the let -portof ,the cylinder, `(fluring greater iifvolthe-volume of the engine cylinder,` i

Having fully described my invention,V A what I desire to claim and secure by Letters A127') Patent iS:- M

1. In an internal combustion engine, c combination with the'engine cylihder'hwf' ing i-nfair comprising -an au'xili is d nectly connected to or carried l'iyt in a` cylinder inl alinexnent witfzln` duringeacn f1 al? sich revoici ne;

of the engine a greater quantit than the maximum quantity required to e supplied to the engine? a reservoir between the compressor and the intake of the engine into which the ycompressed air is delivered; and

a relief valve :for maintaining the ressure.

in said ieservoir-at a constant va iieirrespectiv'e of variations `in the pressure of the latmosphere, substantially as described.

2. In an internal combustion engine, the combination with the engine cylinder havin a piston therein, cfg-en vair compressor cy inder/self-contaied and in axial aline- /1iiit with the engine cylinder, a piston in 'pressed air reservoir, a conduit between the tical partition dividin in=t e ompression reservoir, sai nrieans` reservoir and the intake of the engine, a verthe inlet chamber from the reservoir, an a relief valve' car'- ried by the partition which acts to maintain the pressure in the reservoir constant irrespective of variations in the atmospheric pressure.

3. In an internal combustion engine, the combination with the engine cylinder havin a piston therein, of an air compressor cy 'inder self-contained and in axial alineme'nt with the engine cylinder, a piston in said compressor lcylinder, said piston being connected with theengine piston and arranged to deliver during each cycle ofthe engine a greater quantity of air than the maximum quantity required to be supplied to the engine, an air inlet chamber, a compressed air reservoir, ai conduit between the reservoir and the intake of the engine, and means for' maintaining a constant pressure inthe compression reservoir comprising a spring-controlled piston valve controlling a pa a e leading from the reservoir tothe atmo ere and having one end subjected to the pressure of the atmosphere (acting against the pressure ofthe spring) and the other end under the influence of a vacuum.

4:. In an internal combustion engine, the combination with the engine cylinder having' a piston therein, of an air compressor cylinder self-contained yand in axial aline vnient with the enginecylinder, apiston in said compressor c linder, said `piston being connected with` t e engine piston andard to'deliver during eachcycle ofthe i ne' a' greater quantity ofain'than the iinumquantity required to be Supplied he t-iengine, an air'inlet chamber, a com-Q iguana controlli ervoir to t e atmosphere, an which the said piston slides, sai cylinder having one end open to the atmosphere and having the other end closed and connected to a source of suction in order to maintain a vacuum within said end.

5. In an internal 4s fiornbution en the combination with the engine cylin eryhaving `a piston therein, of an leircom essor cylinder self-contained and in `aria aline'- ment with the engine cylinder, a pist/enfin said compressor cylinder, said piston'fbeing connected with the engine piston arranged to delives` during each cycli of the engine a greatei; quantity of air airthe maximum quantity required tobe to the engine, an air inlet chamber, a com pressed air reservoir, a conduit between the reservoir and the intake of the a relief-valve cylinder having4 an inlet and an r l l, din from-thereaa pl n d atc linder'in supplied outlet communicating with the compression reservoir and: withlan inlet vchamber respecton valveclosed at each. end'landsli mg within t cylinder in order to coperatie with the, inlet 'end outlet thereof :anda

spring ad'ting upon tfe Yalve in a `irection. f

oppositeifjtothe atmospheric pressure so as to tenditoclose the passage from .the compressie reservoir to the inlet chamber.

6. I an internal combustion engine, the combi ation with the engine cylinder having a5 piston therein, of an air'compressor cylinder sel -contained and in 'axial alinement with the engine cylinder, a piston in sad'rompressor c linder, iston being connected with Vt e engine 'pmi/)on and arran ed to deliver during each c cle of the engin 'a greater quantity of air the maxim-ii quantity re uired to'be supplied to the en ne, an 'air in et chamber, a 'compressedl air reservoir, a conduit between the reservoir .and the intake of the engine? a, relief- 4valve cylinder having an inlet and an out' letcommuncatin Awith the compression reservoir and wit thein'let chamber reioo iis

spectively said cylinder being opento the atmosphere at, one end but closed at the other, a source of suction, s, conduitbetween thesouroe of suction and the closed end vof y,inlet andloutlet thereof, -aspring 'acting-on pressed air reservoir, a conduit between the i reservoir land the intake of the engine, and

mean f r maintaining a constant `rssu`re comprising a spring-controlled piston velvetv the valve in a direction "opposite to 'the at- `'niospheric ressure so as to close the assage from e reservorto the inlet chain er 'and means for adjusting the compression o the spring. 7. In n n internal combustion-en combination with the engine c 1in "ne, the" er hav-y a piston working therein, o an 4air comile i-fseees n l presser cylinder in 'axial alinement with c linder in communication alternwtely with the engine cylinder, a piston in said comt e `asmosphere and with the reservoir. presser cylinder, means for connecting said In testimony whereof I have hereunto Set compressor piston to the engine piston, en my hand in presence of two subscribing witair mletlchambr, 11;, compressed air resrnesses.

voir, and a relie va ve contro in an out et from'said reservoir, the said mees for con- ERNEST DERIHON' nectng the compressor piston to the engine Witnesses: piston havin recesses coperating with pas- HENRY NoR'mN SKERRETT,

V10 sages and a apted to place the compressor HARRY OsMoND Plmfrr. 

